Appabatitj



`July l0, 1928. s. s. NEAL.

AIR BRAKE APPARATUS.

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July 1o, 192s. S G NEM AIR BRAKE APPARATUS.

July 1o, 1928. A S- G- NEAL.

l AIR BRAKE APPARATUS.

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AIR BRAKE APPARATUS.

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AIR BRAKE APPARATUS. I

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S. G. NEAL. AIR BRAKE APPARATUS.

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Original service applieation oit provide means for leissuecl .l

` Ane-BRAKE Presseinfos l nel application, filed 540,919. Serial No. 189,732.

trated in in'y Patent llo. l,l83,lO3,`dated Maj; 1G, 1916; and one ot tlie inain objects or the invention is to simplify and iinprove the "construction ol tlie triple 'valve designed ifor `asein air brakes ot tlie type shown in the said patent. l I

An important olrjeet of the invention is to provide ineens for adn itting 1nrale pipe` rofervoir air to tlie "volte cylinder. vtor a 'toe brakes, and an independently controlled valve 'liroivo'li vfliiefli adaated release of the brakes n u be ob- Another` object ot tlie im7 tion is to provide a valve Cooperating ivitli the main valve :tor securing-g tlie quick release ot tne liralies.

Another object olf the invention. is to grovido Ineens to prevent over-charging of tlio lii'alre pipe reservoir and the emergency reservoir upon `a itall release ot 'tliedorales A tui-ther objectort tlie invention is to slowly releasing,l brake ejgflinder pressure substantially uniformly throughout 'the train in tlietall-release position oi tlie triple valve andA with full-release ijn-essuie.

'.lliere are man); otlier important ol'ijeots and advantages ot the invention vliirli fill lie more 'tally hereinafter set ttortli.

lin the drawings7 Fig'. l is a Central vertial. sectional view olf the triple valve talzen on. tlie line l-l' ot' Fi 3, i

F1a'. Q :1 .similar view taken on tlie line ll-ll ot 3:,

` Fin' 5l a. vdizlgramniatie plan vi iv ot` a unit; y F :i sectional vienv sliowino tlie inain slide valve and the gji'anfluatino v in tollrelease and, service reservoir e1 ne; p sition, tile section being); taken on tlie line inilieated lily .Ae-rl in Fig. ll);

F 4l a similar view taken on tlie line indicated of.' lmB of Fig. l0;

Fig. el" a similar view taken on (lu-(l ot Fig. 10;

Figi'. 5 a vertical sectional view .vitlitliie nain-Slide valve and tlie graduating valf'e in emergency, 'the section l'ieinglj taken on .the .ine A-A o'l' p ma tlie line il .and w triple valve easing;

r servoii' Charging position,v

is, isis, serial No esiste. nehm-2e. March 3,1922, serialfm; Original No. Lil-34,746, atedovember 7, 15522. 'pgilieetion for reissue filed May 7, 1927.`

taken on the lines B-B an.d'C-C ofi' Fig. 10;

Figs. 6, 6a and G" sectional `views, showingrv the inain slide valve andthe gratie-,ating`A valve in vservice application position,` tlie sections being taken on the lines i- B-B and C-C indica-tedio Fig. l0;

Figs. 7, 7 and 7b sectional views showing tlio inain slide valve and `the graduating valve in service lap position, the seetionsbeing taken on the lines ill-A, B-B [and Figs. 8. S and 8b sectional vienvsslio'ving tlie main slide valve and the graduating valve in emergency position, the seetions be!` ing taker. on the lines AMA, `BB and CHC ol Fig. lO; 1

Fig. 9 a detail view oif the under side of tlie graduating valve;

Fig. lO a detail view of the unoer side of tlie main slide valve;

Fig. ll a detail view ot vthe ina-in slide valve seat; l

Fig. 1l a detail view of the interior oi the main slide valve easing, sho-wing t-lie ports below the slide valve seat;

Fig. 12 a detail vertical sectional view off the pilot valve in application position; Fig. 13 a similar view with the pilot vali/'e in lap position;

Fig. 13 al detail face vView of the pilot valve;

12b` valve seat;

Fig. lll; detail vertical sectional vien7 of the qaielerelease valve in qiiiek-release position;

figg. l5 a similar view. tlie quick-release valve being in inoperative position:

i6 a detuil elevation of the triple valve easing1 vthe operatinqj parts being re` inoved to better show tlie ports and pas sages;

Fig. 17 a detail lioisontal view ot the through the nain slide the i quick-release valve a detail view of the pilot slide valve chamber d chamber; and

Fig. 18 a det-ail sectional viev7 showing t-li'e emergency replacing spring and plunger". eiterring to tlie various parts by relier ence characters, A. d tlie triple valve. l'ilie en Y C 'tle lli) and E the quick-action reservoir, the latter being embodied inthe triple valve structure. The brake pipe 1 is connectedtorthe triple valve andleads into a passage 4 ivhich isy connected `at its inner end by a port 5 iaith the servicebrake pipe chamber 3; and by aport 6 with the emergencyV brake pipe .is primarily ya brake application valve in that it controls the mainffiow offair to the brake cylinder. A separate yand p endently operating valve controls the How ofair from the brake cylinder in graduated-v release operations'.r The main slide valve cooperates with a lquick-release valve but operates idly in release operations, when the triple valve is adjusted for a' graduated release of the brakes.'r The main slide valve, ot course,'has other functions, such as controlling the supply of air to the quick action reservoir, as Will-be more fully hereinafter described. In the servicebrale pipe chamber Bis mounted a main slide valve tuating piston 11, and to said pistonis connected a stem 12 which extends longitudinally through the brake pipe reservoir chamber 9, said piston stem being formed With depending lugs '13 and 111 which are adapted to engage the ends of 'the main slide valve to actuate the sameas will be more fully hereinafter described. The main piston stem is recessed on its lower side to receive a graduating valvel-O, said valve operating` on top of the main slide valvev and moving With the said stein. The brake pipe reservoir D is directly connected to the brake pipe reservoir chamber 9 throughpassage 15 and the connected pipe D1. The service brake pipe chamber 3 is formed` 'with a charging groove 16 near its inner end, which is adapted to connect the said chamber With the brake pipe reservoir chamber 9 ivhen piston 11 is at the inner end oit' its movement and in brake pipe reservoir charging position. The piston 11 is provided on its inner face With a contact ring 17 which is, adapted to engage the inner Wall of said ychamber when the piston is'at the innerlimit of its travel, and in said contact ring is formed a restriction groove 18 through which the air Will pass When charging brake pipe reser- Voir` The distance between the lugs 13 and 14 on the pistonV stem is greater thanjthe length of the main slide valve, so that the said stern may have a limited movement in,-

'dependently of the slide valve for the purpose of operating the graduating valve Withinde- Y out moving the main slidevalveu An actuating stem 19 mounted axially in line With the main piston stein, said actuating stem beingformed with a head 2O adapted to be forced against aV stop ivall 21 by an actuating spring 22. vThe main slide valve is providedwith the usual spring Q3 for holding itto its seat; and the graduating valve is providedivith a spring 24; tor holding it to its seat on theupper surface of the main slide valve. y

The main slide valve seat 11a is formed withl a: brake cylinder port 25 which is connected. by a passage 26 to a passage 27 leading directly to the brake cy inder through apipe 28 (see Fig. 3) extending through the emergency reservoir.` The main slide valve is provided'vvith a longitudinally AeX- tending passage 29 which opens through the lower face of the slide valve by meansol a port 30, said port 30 being adapted to register with the brake cylinder port 25 when the slide valve, the said port- 31 being adapted to registerwvith a port 96 when the slidev 'alve is 1n. emergency position, as shown in Fig. 8. A port 32 formed in the upper iace or the .main slide valve opens into the pa. age 29, the said port being cont-rolled by me movements ot the graduating valve and being uncovered When the main slide valve is .in service position7 as shown in Fig. 6, tothereby permit brake pipe reservoir air to lovv from chamber 9 directly to the brake cylinder through. said port, passage 29, brake cylinder port and the passages connecting the latter port to said vcylinder. This port SQis also uncovered when the triple valve is in emergency position, as shown in Fig. 8. y y f Extending into the service' brake pipe chamber 3 is a hollow spring-pressed plunger 33,'said plunger being forced into the path of the main pistonv 11 by a service spring 311-, the said plunger being adapted to be engaged by the piston when the slidel vvalve is nio-ved to service application position. Hthin the plunger 33 mounted. a spring-pressed emergency plunger 35 which is forcedr inwardly toward the piston by means of an emergency spring 36. The head of the emergency plunger is adapted to be engaged by .the head of the service plunger ivhenithe slide valve is moved to emergency position, as will be fullyvhereinafter set forth. l

The upper Wall of the actuating brake pipe chamber 7 is formed by a transverse actuating diaphragm or abutment 37, so that said abutment will. move in response to variations in pressure in the chamber 7.` Diaphragm 37 secured at its center to a head 3S, seid heed being formed 'will 2L eeiirzxl eed of chie stem is;

` atingv (liaplrrngrgm il?.

Y ieg through them and 'leiigee en lihe hefglj." `of l llepemling aetmrumg stem E39, The lower wialelfl'in a socket lier-irreal in the lower wall o the chamber 7. Above the diaphragm 3"? the heed is ormed with radially eilt-ein ling; flanges "which slip-` port e conerollepj clephregie 'il-U. die 1A hmgu1 heilig larger le :lr-ee 'than @he etu- ,v'l`he tive diaphragme "1 eifvbeiiig ri. 'lilly corime central heed. 'lhee I:ulllei.emily llelweep 'mli'ieatiou Jv meme with me li. .1

y i V. ol e port :me p11, 1. met or tais z'lfrra-ngfmient bri-hie e\ miler pre; :rre will he b eeiiiir Serri'.

always re termi "u1 lhe 4:1. lelie-ve phragm and spaced ri. therefrom erre* phrugu'l or abutment ing oli the seme contrelling` diaphragm; @lh reci Contact' with heers emergency abutment i" ebliitmeet `or diepere nii ber fle which is opel passage Llei. n emergency applcatien. of l be more fully hereinali-zr Lleecribml. l

The diaphragme BT. i() and. Lil lee-Ve together etall tiiiiee vlille upward me'fehieii lhereo'f being ite by siepe formeel ein he upper pref-e oli *alle llieplilzig., egiegf el l.. l lhe 'valve 5G. The leWer enel of Stem 259 if'oriixs n-sstop lo limit Jee (low. freril lnmf'emnmlol" the :er-1d Lliejh': Abovev the enlelfgieue'vdelphi-2151er is; 'liereiied am' eniel'genejs reeervcir ehzriiilfer 415, qfeil her being comme l lhreugh pori C) lo pas* enge el?. [his le i' leerling-gj lo e valve cfmirolleal. pori; iu die mein .3 xe valve' lilly hereinui' e? ma will he iimre ii des; lt le nm'niflfeet that )relie pipe prees reu :al eli lime@ olher eiiiergelzi. lwjflew the :rullini phragnl t hrsilie' cylinder 'n will loe always jie''erul iirlhefbisihe erg/.flincler chzunher :mil below the .colirolliiigg alinl'ilirzlggm -'l(]., ".mll "that emergency reservoir pressure will be elvmj/Js reg emergency lliepluegm 413, low seid liepliraglh l phere :1s described.

flili e` chamber be- W Heil to spaced apart erounfl'their rif l marginal elilges hy Ineens oil"y Spee l* amil Seid rings are eec'nrell m posioel helle ine.:-

www l.@g 'ie l'oriried im l@ which le .elvelml lerea'l alcove the foi-mede cavity 55` across ,lle upp which Secured e slippleii'ie'etal e* ie diphregrinor :abutment 50. Securem 'the suppleirientel emergency diaphragm .s e Cep 5l which forms e suppleniienlzil li"- pipe reeeimir chamber @above lle phrz'gm 50, This chairiher lle'ngpin dlrec ycornniuuicnliou wih the fhrouiilzl peri; end passage which eene-eet with Jshe pnseage' 4LP leading' lo the atmosphere ifi-em the chenille-c1* lo lle Well heween the einer .eliember und the verite@ cui :icl.pte(l `te rreceive ,L cli-cli vulve 5G olf e aree, seid .ve controlling eeiemupi when between the ,seid two chembers. le direcl` contest with the vupper of the e 555 if; smaller valve 57 which is adapted 'ze eo'iperzlie with e lv:llve Seat 5S formed ire ih huh e the diaphragm 5() uml centrellipgr @millennication hroiigh @nid (liaphreg'n. The valve e? is iLwovldef with an iipwerdlj extend" Valve etere 59 which reduced :it its end and is eelep'efl 'to contini-e with e .p (EO 'eri'eeal im the Cep 5l. nhe lml'i ef tl e diaphragm 5() is lioru'iefl with a tubular L I projects 'hevvzlve e e9. The l tubular eienson ieririiee'iii elightljfff ee i the upper epfl ell the seid velve etem 1e 'that when 'the .Csleiri is in euggng jency reser wim ihe eupplemenliil hrele pipe reeerier ehzmiber :ire eentrellefl l. that 'when the diaphi 1. he v pmu-@ly evmy 'frein Alle valve DT.- r.1 1 jliijillf," heremul-er (leserlbefl,

j flow from The;` clmmlier .'35

will perle imo the ippleiiieezll l. r: lie pipe re:;ervoir chamber 5... :le which izinle the port voeling'. l'he ehziiuher Fi' 'lo :.xlieioephere will `be closed..

AL pilot 'valve casing; G3 (See lili e. 13) formed :it one sfleef 'he eef. f brake pipe chamber 7, seid chmiiher hein; fitted with a *nlve seaiee.- on which eliche z pilot valve GV. Tl sul@ valve if; held ie fork 6G formed. et the ou'ler epfl o1 e lever l :1 spring 68 holdin vulve lo ils-.e The lever 67 is pinned-.1li GS) in the Phenix 7 enel loosely eeimeciefl et ifs cnil, he actuaire@ elem 2S). lt 1S reep fell? he he pilobvelve will he 'moved hy lille fic'imm'g (l hregjiir "er Well of? the i' rilizmlzier 59 i Heier @l 'hreiiegh which to the brake cylinder port 25 through passages 26 and 27, so that biakecylinder pressure will always register in said'cavity 70.v

In the valve seatis formed a small. port 7 2 which opens into the brake cylinder cavity '70... Thevalve seat is also formed with an exhaust port 73 which leads directly to atmosphere. K The pilot valve is formed on its face with an exhaust groove 74,-which, when the triple Vvalve is in position to charge the brake pipe reservoir 'will connect the exhaust port 73 to the port 72 so that brak-e cylinder pressure may pass to atmosphere through said registeriiigports and groove. The pilot valve seat is also formed with an emergency reservoir charging port 7 5 which is connected to a charging passage 76 leading tothe valve seat of the niaiii slide valve; and with Y45 through passagev 47.

' register with theport 72 when the parts are brake pipe air to pass; from chamber 7 through the pilot valve ports to cavity 70 and thence to the brake cylinder through passages 71 and 27.

The main slide valve is formed with an emergency reservoir charging port 81 which,

in the charging position 'of the' main sliderv valve, registers with a port 82 in the main slide valve seat; rThe port 82 communicates with emergency reservoir charging passage 83, which latter passage is connected to the chargingV passage 76 leading to the pilot valve seat. The upper en'd of the charging port 81 is provided with a forwardlyv extending groove 85. The graduating valve is formed with an emergency reservoir charging port 86 whichis adapted to register' with the corresponding port 81 in the main slide valve when the graduating valve has been moved into position to charge the emergency reservoir, as shownA in Fig. 5b.

The main slide valve is provided onits under side with an exhaust groove 87 which` in the full-release position of the main slide valve, connects the brake cylinder exhaust port 88 with a passage 89 which leads to .the quick-release valve, as lwill be more fully hereinafter described. y

The main slide valve is also formed with an emergency reservoir discharging port 90 -Wliich is adapted,in the full-release position to'register with a port 91 in the valve seat, this latter port being incommiinication with .the passage 47 lea-ding to the emergency reservoir and the emergency reservoir chamister with the passage vthe Vpassage 44a.

ber 45, (Figs. 4, 4a and 4b). The port 90 eX- tends in an indirectmanner to the upper sur- 'face of the slide valve'and is adapted to conimunicate with the release .groove 92 in the latter port, in the full-release position of the valve, registers with a port 94 in the slide valveseat, said port 94 communicating with a passa-ge 95 which extends to the quick-release valve, as will beniore fully hereinafter described.

The main slide valve is formed with an eii'iergency port'90ZL which is adapted to reg- 47 when the main Y slide valve is in emergency position (Fig. p

a port 96 which is in communication withl provided with a vent vgroove 97 which connects the port 96 with a vent poi't 98 which The main slide valve seat is provided withv The main slide valve is is in direct communication with the atmosl Yphereat all times except in the emergency position of the slide valve, so that the passage 44a and the two chambers 44 and 55' connected thereto will be open to atmosphere except in emergency applications. moved to application position, to permit f The main slide valve seatis formed with a port 99 which is connected toa passage 100 which leads into the emergency brake pipe chamber 2, and the main slide valve is `formed with a port 101 which is adapted to be ybrought into register .with the port 99 when` the valves are moved to service application position. The graduating valve is provided with a port `102 which is brought into register with main slide valve port 101 in the service position of tli-e valves, so that brake pipe reservoir air may flow'into the emergency brake pipe chamber during service applications of the brakes,Y as shown in Figs.` 6, 6 and 6b.

The' main body of the triple valve is formed at one side with a quick-release valve chamber 103 iii which is arranged a manually operable slide valve. 104. said valve being provided with an operating' stern. 105 which extends downwardly through a slot inthe valve casing, its lower end being exposed.v and in convenient position for manipulation. The quick-release valve chamber is incommunication with the charnber 9 throughlan'extension of the port 15 so that brake pipe-reservoir pressure Will be registered in said "valve chamber above the quick-release valve. The quick-release valve seat 106 is formed with a port 107 which is in communication at its lower end with passagev 95, said4 passage, as here/inbefore set forth, leading to the eiiiergencyres- Vervoir discharge ports and passages of the main slide 'valve whereby'when-the main slide valve is `in full-release position muerie pi pe in the y 'ang :1. spring-pressed cheri; s, d checl; valve seating to ward :e ease valve, thereby preventing air 'trom the hrahe` pipe im i l 13o the quicloreiease valve ports, hui" open d lo permit the emergency reservoir air o pass lo the lnale pipe when the valve is adjusted for quiche-desse Aoperau tions.

The quick-release valve seat is also formed with portI 112 which coinniunicates with a passge 113 leading direct-ly to the brake cylinder passage. 2li so that brake cylinder pressure will he always registered `in .saii passano and port. The quick-release valve is a. fo lorinecl with an exhaust groove 11e which, when vthe valve is in quiclorelease position, registers with the port- 112. The lense groove also comimniicates with a por. .1153 in the valve seat., this latter port` being` n communication with a passage 59 leading the main slide valve seat. It is manifest, hat. when the quielz-releas Xf'alve moved nto rpiileiclease position brake cylinder yi-suro will he exhausted through the main e vali' when said valve is in ull-release iall operate in graduated release the quicli- Milcioso valve nninuaily shifted to u. position opposite that shown in Fig. 1e so "that he ports .in lhe rpiiclorelease valve seat` will fl lie hlankcd as shown inFig. 15, and the l' elease vulve rendered inoperative. his position et' the quick-release valve ,i nir-.ir valve movement` to quick-release p. ion will he an idle operation in so tar a.: the reiease of the brakes is concerned, ond the release ot lirale cylinder pressure will lnahe piace entirely through the exhaust. perse in the pilot valve and will he conli'ollod entirely hy che dianhragins Si', e0 and il: said diuphragms moving in response to variations et pressure in brake ypipe clinnil v- 1n emergency brake pipe chamber 2 is arranged an einergei'icy piston 116 to which is connected a steinv 11i' hai/*ing depending lug-i l Q ends and het-Ween Which lugs il l is arrungeo` an einergencj.v slide valve 119. i night fleziranee provided between the ,4 and seid lugs to permit fhe einer- ,f-jeiu'y 'von lo have` a slight reciprocuition vfiilnnmoving the einem ency ralvc. This 'tor the perno cylinder, and in- 'ed` that the triple valve to cliian'ili sures it inoperative condition. at all times. Axially in line with Jche emergency piston stein is a springfpressed plunger which is normally forced toward the enicigciufy valve hy the replacing :ing 122 on the plunger normally -i'igagin j a cross "Wall ol the valve easing and properly positioning Jizhe plunger head willi resiieet to the emergency valve stein. The emergency valve is formed with two port..y 123 'which are adapted to register with exhaust ports 1241 in the valve casing when the slide valve is moved to emergency position to' thereby exhaust the brake pipe directly to atmosphere. The emergency piston is arranged to reciprocate `in `a cylindrical casing mounted in one end a kof the quick-action chamber E, saidchainber being provided with a stop 125 to limit the movement of the oisL-on in one direction. The emergency piston is subject to brake pipe pressure on one side, Lindon the other side to the pressure ofi' vthe air in the quickaetion ehiinoer E. rllhe emergency brake pipe chamber 2 is formed with a groove 126. The piston 11G is 'provided on its inner face with a contact ring 11Ga which is adapted to engage the inner Wall oit' the chamber 2 when the. piston' is at the inner limit ol' its travel; and in said contact ring is formed a restriction groove 116b through which air Will pass to the'hrake pipe and thence. to :itlnosphere when the `parts are in emergency position. Then 'the emergencypiston is in emergency position air in. the rjiicl-action chamber may leal; through said groove 126 around the emergency piston, through 'the restriction groove 11(9), into the 'or-alie pipe, the replacing spring actingv to move the emergency slide valve to close the exhaust ports upon an yefpializadcion of pressures in Athe en'iergency hralie pipe chamber and the quick-action chamber.

The quick-action chamber E is directly .connected through a passage` 127 with the Charging nml release position.

The admission ol brake pipe pressure to chaiuher 2 will operate the. en'iergency slide valve 119 and piston 11G to the poftion shown in Fig. 1, and the pressure :uln'iitled `r il will inoafe the main slide valve and its pr. on oo 'the position s own in Figs. 1, land e?. rEhe diaphragins 37, lO and .121 a cellar lll) position.' From` chamber 3. the brake pipe pressure will How to chamber 9 through charging port 16 and the restriction groove 18 in contact ring 17,; and trom chamber 9 air will How directly to the brake pipe roservoir through passage 15 and pipe. connection D. Vhen the brake pipe reservoir and chamber 9 have-been charged practically to an equalityu'it-h the brake pipe. pressure in chamber 3, the actuating spring 22 will move' the piston 11, stein 'i2 and graduating valve y 10a to .the lett, the clearance provided between the lug 13 and the end of the .slide valve permitting this without moving the Amain slide valve.- lhen the-head2() ol' the actuating stem 19 engages the cross wall 21the. chargingy groove 16 will be lapped byl the piston 11 and the emergency reservoir charging port 86 Will register with the port 81 in the slide valve, and air will flow JtromY chamber 9 to the emergency reservoir through passage 82-83, port 79 of t-he pilot valve, passage 77-78, toA emergency reservoirchamber 45, and through passage 47 to the emergency reservoir. Port 32 is also uncovered .but has no operating function as ports 30 and 31 oi passage 29 are'lapped, as shown in Fig. 5. lhen this communication is established the pressure in chamber' 9 will be'reduced below the brake pipe pressure in chamber 3, with the result that the piston 11 will move the graduating valve to the right against the tension of the spring 22, until the charging groove 16 has been uncovered to permit a flow of air therethrough to chamber 9 equivalent `to that which is flowing to the emergency reservoir through port 86. Vhen the emergency reservoir has been charged to the brake pipe pressure the pressures on each side of the piston 11 will be equalized and the spring 22 will again move thev piston and the parts connected therewith to the left and blank the groove 16, but the. charging port 86 will still be in communication rwith the emergency reservoir port 81 through the groove extending therefrom. This position isthe emergency reservoir charged posiition, the parts being shown in their relative positions in Figs. 5, 5, and 5b.

During the operation just described there has been no movement of the main-slide valve 10, the valve movements being coniined entirely to the graduating valve.

Vith the valve adjusted for graduated release the release position of the main slide valve will bev-merely an idle. one, the brake cylinder being exhausted to atmosphere through the exhaust ports in the pilot valve. It. however, the triple valve is adjusted 'for quick-release operations the brake cylinder pressure will. be exhaust o to atmosplgiere through the releafe ports and grooves of thc main slide valve, as will be more fully hereinatter pointed out when setting iorth the quick-release operation of the triple valve.

Service and Zapf position.

Referring to F igs. 5, 5 and 5", which illustrate the emergency reservoir charged position, the groove 92 in the graduating yvalve is out ot register with the port 90, in

order to prevent the emergency .reservoir pressure from returning to the brake pipe through ports and 9:5, pas; ge 95, groove 108, passage 110, past check valve ill and passage el when the quick-release valve is in the position shown in Fig. 1-1. To obtain a service application ot the brakes the usual brake pipe reduction is made, resulting in a corresponding reduction in chambers 2, 3 and The charging port 86 is in register With emergency reservoir port 81 and'ai'iords free communication between the `said emergency reservoir and brake pipe reservoir chamber 9, but as the charging groove 16 is lapped by the piston 11 there will he no escape ot emergency reservoir, or brake pipe reservoir,'air to the brake pipe when the service reduction is made, until the main slide valve has been moved to service position. Therefore, the combined emergency reservoir and brake pipe reservoir volumes will oppose the reduced brake pipe pressure and will movethe slide valve and piston to service position, as shown in Figs. 6, 6a and 6b, insuring positive movement ol the slide valve under all conditions.

To further assure positive action ot the main slide valve when slow brake` pipe rcduc-tions are made (such as occur at and near the rear end of a long train) the pilot valve 65 is provided. In the arrangementof pilot valve shown, when the brake pipe pressure in chamber 7 is reduced below the emergency reservoir pressure above diaphragm 43 (there being no pressure in chambers eel and 55 at this time), the diaphragme will be lowered, thereby lowering the. ieifthand end of the lever 67 and'iaising the right-hand end to move the pilot valve to opposite position to that shown in Fig. 1. (Fig. 12). The charging port will be then cut ott i'rom the passages T5 and TT and the release. groove 74 will be moved away troni the brake cylinder port 72. rale pipe pressure will then flow to the bralie cylinder through the ports 80H70, passages 71, 2T and 28, thereby causing a positive reduction in brake pipe chamber 3 locally on each car, and further insuring the positive movement of thepiston 11 and the main Slide valve 1() to the position shown in Figs. 6, 6L and 6", compr the. sei-vice spring 34.-. until the sleeve 8c engages the head or plunger 35. The piston will stop at this point as itis impossible to establish, by a service reduction of brake pipe air, a diflio ` that the movement of the main slidevv Ltcrcntirl ot pressure on each side-ot the pis ton 11 sufficient to compress emergency spring 36. The-service port having,I been previously uncovered, as described, hy the graduating valve 10, port 30 Will he moved bei' 9 to the en'iergency brake pipechamher 2 and to hr1-'dre pipe through passages 6 und, 4, as shown iu Fig. E2. The chargingport 81 will loemoved sway `liroin the passaf.;v S2 to seal the emergency reservoir. Bralfe pipe reservoir air then will flow to the brake cylinder tl'nougjh the ports 29 and 30 and passage Then the pressure in chamber 9 has been reduced to as equality with the brake pipe pressure in clian'lher 3 the eprice' 2341 will more pi ton l1 and i vulve 10 to the position show in 7 and 7l, or until the lue' 11i engages slide Valve 10, thereby closirig ports 32- r port 101 to prevent tru'ther flow' ot air from chamber 9 'to brake pipe and lei-alize cylinder.

It the irst operation ot the slide valve just described does not adu'xit air into the brake cylinder under suiioient pressure lap the pilot valve of the triple 'vr-rlve,r pilot valve `will remain' ur service posi and the reduction in pressure. in chainher o' 9, und the loralre cylinder ehargii'ig operation will he repeated and `the slide vulve moved hack to lap position. .These operations will continue until the pressure 1n the brake cylinder and in trie cqualiznig chainber el, which is in direct con'niiunication 'with the brake cylinder, hes ybeen built up to the desired degree.` This degree of pres-f sure will he in proportion to the reduction in brake `pipe pressurev and, plus the pressure of the hrelre pipe air in chamber 7,

Will be sullicient to overcome the emergency .reservoir pressure in chauiherfl undrniove the pilot valve to lap position. lt is to-loe noted that the equalizing diepluraggin 4L() is of larger area than the actuatingdiaphra.

37 and thefeniergency diaphragm Li3, `and the degree 'ot pressure that will be huilt up in the uralte cylinder for a gir/en bralepipc' t reduction will depend upon the rela-t" areas oit these d1aphragins.v It is manifest back to lap `position does not close coniuiu-` nicatlor. y between the lirale pipe and the brake Cylinder, this coiiimuuication remain-l both the main" slide valve and the pilot valve Twill he inoved to lap position and all servico ports loe closed. ln both the service and lap positions of the mein slide valve, and pilot valve, chambers 44 and 55 will loe vented te ataz'ioeplicre"through the passages 54:, ist, pez-t9( and vent port 98, the groove 97 heinp; pr nainthisconinnunication during all positions oli the main slide telve other thun 'the emergency position.

D service :,rpplications the variations n: .re in the quick-action chamber brake pipe chamber will .iergency piton to have a. slight hereiuheiliore pointed out, to prevent the piston he- 1i; met or etucl in the cylinder. This reciprocet'ion et the piston does not lh; ein rjency .slide valve as the ure are at no tune sutergenc spr ` is manifest that should brake cylinder irepo reducedv by leek-ege when the c valve. i

n, 'the emergency reservoir iu chaniloer Llwill cause the liato inove downwardly thereby niov- `ic LVuilot valve to service position, bringport() into register with the pilot hjirle cylinder port 72. Brake pipe i :alte c 'nder'arid to chamber eil. This cli ot will continueuntil the pressure is huilt o .in said chan'iloer sufiic-iently to l overcome prepoeleret' r pressure in the en3A v 'cservoirchainoer This coro# pen, oM

or hrulie cylinder leaks-will, it the leer' is excessive, eeuse an operation of tlieiuein slide .valve to service position. It i. therefore, inani'l'est tliat to maintain a p; 'ider presse itis only e .zentain `the 1oralie pipe pressure at a predemaizned point below `the einer- Oi voir pressure.

Graduated release. lWhen the` triple 'valve iis"operutinp` in position to closeports 10T.' 109 and 115 r uluctions oii4 lure; the pilot valve, isiin .-,eupon will flow 'troni chamber 7 to 'raduated release the quick-release valve isl afiid 11:2, licreinhelfn'e described (Fig. 15)

1u slide valve inoperalors sure above that in chamber 9 the piston 11A ered or: brought to the position shown in Fig. 1.A Brake cylinder pressure wlllbe released to atmosphere through passages 27,

. 26, port 7 2, groove 74 andexhaust port 73.

The pilot valve will remain in this position until the pressure in the brake cylinder and in chamber 41 is reduced in proportion to the increase in brake pipe pressure in chamber 7, at which time thebalance Will again lbe established and the pilot valve brought back to lap position, shown in Fig. 13. A further increase of brake pipe pressure will result in a further reduction ot'brake cylinder pressure. It isY also manifest that a decrease in brake pipe pressure will result in an added brake cylinder pressure so that When the triple valve is adjusted for graduated release operations the brake cylinder pressure may be graduated up and down as desired by properly varying the brake pipe A rapid graduated release maybe secured by placing the engineersvbrake valve in fulllrelease position, thereby quickly building up the brake pipe pressure at the rear end of a It-is manifest that under this long train. e condition'the release of the brakes will` be very gradual even on the head end of the train. This Will Venable the engineer to secure practically auniform slow `release of allfbrakes Withoutfregard to the length of' the train.

fQuz'ec release.

T o adapt the triple valve for a. quick release of they brakes the quick-release valve is manuallyfmoved to the position lshovvn in Fig. l14. On an increase of brakekpipe presand themain slide valve-will be moved to the positionv shown in Figs. 1 and 4, 4a and 4b.v This permitsA emergency reservoir :air to pass to the brake pipe through the pas-r sage Y47 -andports 91 and 90, groove 92 in'v the graduating valve, through ports 93, 94,` passage andport 107 to groove 108 of the quick-release valve, and thence past .check valve 111 and through passage 4 to brake pipe. The brake cylinder pressure Will pass directly to the quick-release valve through A passage 113, thence through groove 114, port 115, passage 89',.releasegroove 87 to exhaust port-88." Vhen the quick-release valve is in operative position a quick releaseA of the brakes lWillbe secured when the graduating valveand'the main slide'valve are moved to full-release position. With the m'ain'slide valve and main piston `in yfull-release positionthe increasing brake pipe pressure-will fiow throughfthe charging groove 16' and restriction groove 18 to chamber 9 and thence tothe brake pipe reservoir and chamber 52.

`Upon an equalization of pressures in theA brake pipe and chamber 9 the main piston and Vgraduating valve Will move to emer- 'with port 96 to admit air froml chamber 9 .to chambers 44 and 55 through passage 44a.

.c shown in Fig. 8.' In the emergency position gency reservoir charging position (Fig. 5), as hereinbefore described. I

e Emergency poseitz'on.. y e An emergency application may be ob 7') tained by a sudden.and prolongedreduction in brake pipe pressure -in the usual manner. This reduction of brake pipe pressure will take place faster in chambersV 2, 3 and 7 than in the brake pipe reservoir chamber 9 and quick-action chamber E. This rapid reduction will cause a sufhcient differential of pressure on pistons 116 and 11 to move them to 'their extreme left-hand position, thereby bringing the emergency slide valve ports 123 into'register with the brake pipe eX- Ahaast ports 124 to thereby vent the brake .plpe air directly to atmosphere. sure in chamber 9 thereupon .will compress The presboth the service spring 34 and the emergency' 8.5 spring 36 until the piston-engages the gasket 130 to maintain a seal between chamber 9 and the brake pipe. The main slide valve 10 then willbe in the position shown in Figs. 8, 8a and Sb, the brake cylinder port 25 being uncoveredand the emergency port 90a being in register withV the emergency reservoir Vport 91 to permit emergency reservoir air to flow to the chamber 9. Both the brake pipe reservoir and the emergency reservoir air J5 then will flow tothe brake cylinder through Vport 25. y In the emergency position of the slide valve groove 97 will be out of register with port 96 and port 31 will be in register These are the chambers which, in all other positions of the triple valve, are vented to atmosphere throughlthe port` 96 and vent port 98. The'objectof admitting air under pressure to rchamber 44 is to balance the pressureson opposite sides of the diaphragm 40 so that ,brake pipe pressure 'in chamberl 7 must be raised.V above the brake. .cylinder pressure in chamber'45 in order to securev a 110 release of thev brakesl When thisl emergency reduction is made the diaphragms 37, 40 and l43 Will be moved downward and the pilot valve brought tojservice position, thereby permitting the emergency brake cylinder pressure vto flow through ports -72 and 8O into chamber 7. Air cannot flow from chainber 7vthrough port 8 kto chamber 3 because saidvportA will be closedby the piston 11 as ofthe main slidefvalve the port 127 willfbel closedto prevent'air from-chamber 9 (which is equalized brake cylinder pressure) -vfrom flowing into the quick-action"reservoir E and to permit the'pressure inthe said reser! 13 voir 'to Vleak Vdown lto atmosphere around emergencyl piston 116 through groove 126.

Upon an equalization of pressures on opposite sides of the emergency piston'the emergency spring 121 will move the emergency slide valve to lap position and thereby close the exhaust ports 124. i i

To obtain arelease of the brakes, after an vemergency application, the brake pipe pressure, and likewise the pressure in` chambers 2 and 3, must be raised to an equality 'with the brake cylinder pressure in chamber 9, whereuponthe piston 11 and the main slide valve 10 will be moved to fullfrelease and charging position, thereby opening passage 8 between chambers 3 and 7. The increasing pressure in chamber 7 will raise the diahragms 37, and 43 to release position.

he movement of the main slide valve to full-release position will `cause groove 97 to connect port 96 to 'vent port 98 and thereby vent chambers 411 and 55 to atmosphere, as hereinbefore set forth.l

Autmat'c emergency.

gency reservoir pressure under valve 56 opv poses the brake pipe reservoir pressure in` chamber 52. The relative areas'otf "the valve 56 and of the diaphragm 50'are such, pref# erably, that when Va fifty-pound reduction 'is made in the brake pipe, a like'reduction in pressure takingplace in chambers 9 and 5(7), the undisturbed emergency reservoir` pres` sure in chamber will open `valve 56 until the stem 59 of valve 57 engages stop 60. This will permit emergency reservoir airl to flow into chamber` thereby A'raising diaphragm 50 andI opening valve 57. Emergency reservoir air thereupon `will pass around valve 57, through ports `62 into chamber 52 and thence into chamber 9 through passagem. From chamber 9v the increasing pressure will flowv through port 127 into quick-action reservoir E, Withthe result that the emergency pistonA and slide valve will be moved to emergency position. The main` piston and its slide valve will. also be moved to emergency position.

Upon a full release of the brakes. should i the brake pipe pressure be raised Sufliciently to cause an over-charge of the brake pipe reservoir through chamber 9,1m excess pressure can flow to` the emergency reservoir. As

i hereinbefore pointed4 out, when the triple valve is in brake pipe reservoir charging position the emergency reservoir lcharging port is closed. It is manifest, therefore, that there can be no direct overcharge or eX- cess ressure in the emergency reservoir;

Air vows to theemergency ,reservoir only upon an equalization of pressures in the brake pipeand in the brake pipe reservoir chamber 9. Shouldthere be an excess pressure in the brake' pipe reservoir and in permitthe excess pressure in chamber 9 to 7 move the triple valve to'service position,

thereby permittingair to iiovv from chamv ber to the brake cylinder. As the pilot valve will beI in release position itis manifest that Whatever air may be admitted to the brake cylinder through the main slide valve Will be i `exhausted to atmosphere through the pilot valve. It is manifest, therefore, that While an excess pressure`,or an overcharge, of the brake pipe reservoir Will .result in the main triple valve slide valve moving to application position v upon a reduction of train pipe pressure to normal, the air thus admitted to the brake cylinder will be automatically exhausted to atmosphere through `the pilot valve., The engineer red uces his brake pipe pressure to normal running pressure and Whatever excess pressure there may be inthe brake pipe reservoir will be `automatically exhausted to atmosphere tliroughtlie triple valve and the pilot valve. Itis manifest that as soonlas therev is `an equalization of pressuresv on'oppositesides of the piston 11 the'main slide valve will move to lap position, "atvvhich time the sure in chamberV 9l Will'have been reduced to an equalization `with the' normal running brake pipe' pressure. Air will not pass vinto the eine"` l" vly reservoir vvhile` the triple valve is in 'full-release position, andl can only pass to the 4emergency'reservoir when there has been an 'e' ualization of 'pressures in chamber 9 and bra epipe.

Whenthe triple valve is adjusted for opL erating in graduated release it is manifest that the piston 11 in the main slide valve may move to fullreleaseposition by fullrelease pressure, without in anyway increasing the speed of the releasey through` vbrakepipe reservoir pressure and the presthe triplefvalves near'vthe heady end ofthe train; The result of this is' that the fullrelease pressure may be caused to flow rapidly through the .brake pipe toward the rear end of the `trainto thereby secure a substantially uniform slow full release of the brakes through the pilot valves. v Itis, therefore, manifest that the. pilot valve not only affords a means for securing a graduated release of the brakes but also means for securing a slow `full `release of the brakes under full-releasel Apressure in` the brake pipe, the said pilot yvalve yin that'eapacity serving as a retarded release valve.`

Features of the invention disclosed but not claimed are claimed in applicantsPatent iso v and the brakec-ylinder,

a brake cylinder, a. brake pipe and a 'triple valve, means in said triple valve subject'to brake pipe pressure and brakepipe reservoir ressure and operating upon a reduction -in Erake pipe pressure to open communication betweenL the brake pipe reservoir andthe brake cylinder, said` communication being closed upon .an .equalization of pressures in thebrake pipe .and the brake pipe reservoir, and means in said triple Vvalve operated by emergency reservoir` pressure upon a reduc- Vtion of brake'v pipe pressure to place the brake pipe in Communication with the brake cylinder, said means closing said communication When the brakecylinder pressure and the reducedrbrake pipe pressure dominate the emergency reservoir pressure. 4

s 2. Al triple y'valve for air brake apparatus formed with aV brake pipe chamber, ay brake pipe reservoir chamber, an emergency reser- Voir chamber, meansvin saidtriple IValve subject to brake pipe ypressure and` brake pipe reservoir-p1essurc .and operating upon a reduction in brake pipe pressure to open communication between the brake pipe reservoir.l chamber Aand the, brake cylinder, said Acommunication being closed u on,4 an equalization of pressures rinthe bra te; pipe and bra-ke pipe reservoir chambers, "andr means in said triple `Valve operated yby pressure in the emergency reservoirchamber upon a reduction of pressure e* in Ithe brake pipe chamber to place the brake pipeinconi.- munication with the brake fejgder, said means yclosing said coininunic'atrI 'by brake cylinder pressure. 1 I

3. An air brake apparatus comprising an 'emergency reservoir, a brake pipe reservoir, a brake pipe, a brake cylinder, means subject to brake pipe pressure and brake pipe reservoir pressure ,and operating upon a reduction inbrake pipe pressureto open comV munication between thebrake pipe reservoir and the brake cylinder, said communication being closed upon an equalization. ofpressures inthe brake pipe -andin the brake pipe reservoir, :and means operated byemergcncy reservoiry pressure "upon ak reduction of brake pipe pressure to place the brake pipe in com,- municationqwith the brake cylinder,` .said Ameansclosing said communication when the combined brake cylinderv pressure and reducedjbrake pipel pressure .dominates the emergency reservoir pressure.

4. An air brake apparatus comprising Van emergency reservoir, a brake pipe rescruoir, a brake pipe, abrake cylinder, means subject to brakepipe pressure andpbrake pipe reservoir pressure and operating upon reduction in brake pipe pressure to opencommunication between the brake pipe reservoir being closed upon an equalization of pressures in the brake pipe and lin the brake pipe reservoir, means operated by emergency ressaid communication ervoir pressure upon a'reduction' ofl bliake pipe, pressure to place the brake' pipe in communication with the brake cylinder,said means closing saidcommunication when the combined brake cylinder pressure and re'- duced brake pipe pressure dominates the emergency reservoir pressure, and means opjerating upon a sudden reduction in brake pipe pressure to place the emergency reser- ,voir and the brake pipe reservoir in' commu-v nication with the vbrake cylinder Aforr an emergency application ofthe brakes.i y

` 5. A triple valve forair brake apparatus vformed with a brake pipe chamber, a brake pipe reservoir chamber, an emerven'cy reser- Voirchamber, means in said vtripefvalve' subject to brakev pipe pressure and brake pipe reservoir pressure and operating upon al reduction in brake pipe pressure to open conip munication between'tlie brake pipe reservoir chamber and the brake cylinder, said communication 'being closed uponva-n equalizav tion of pressures in `the brake' pipe and brake pipe reservoir chambers, means in said triple valve operated' by vI'ii'essure lin `the emergency reservoir chamber upona reduc# tion of pressure in the brake pipechainber rtol place thebrale pipe in communication with the brake cylinder, said ineansjclosnig (said I communication by brake: cylinder pres-- sure, and means operating upon a'sudden reductioii in brake pipe pressure to place the emergency reservoir and the brake pip'e reservoir Ain communication' Witlivthe brake cylinder for an emergency application of the brakes. ,l l 1 i y `6. An air brake apparatus comprising an emergency reservoir, a brake pipe reservoir, a brake cylinder, a brakefpipe, means oper'.- atingupon an increase of brake pipe` pressure to Y open `communication between the brake pipe and the brake pipereservoir for charging the same, said meansv closing coinmunication between the brake pipo reservoir and the emergency reservoirand operating upon Van equalization of A pressures in the brake pipe reservoir` and vthe brake pipe to open communication between `the brake pipe reservoir and the emergency reservoirior charging thesame, means operatedv by emergency reservoir pressure to open a brakecyl-4 inder exhaust port when the brake pipe pres-v sure isat normal running pressure, and means operated by brakepipe res/cruel',rpres-y sure when said Vpressure exceeds brake pipe Apressure'to admit brake pipe reservoirzpres.-

1i au llo sure to the brake cylinder, whereby an eXces- Y the brake cylinder until the said rexcessive.

pressure is reduced to normal running pres# sure.

.emergggencyv reservoir, a brakepipe reservoir, a brake cylinder, a brake pipe, andtwo 7. An air brake apparatus comprisingau Y pressure, one placing thebrake pipe reservoirin communication with the brake cylinder and closing "said 'comn'mnication upon an equalizatirm of brake pipe and brake pipe' reservoir l pressure, the other placing the bra-ke pipe in communication with the brake cylinder and closing said lcomnninication whena `predetermined brake `cylinder pressure is secured. i e

8. An air brake apparatus comprising an emergency reservoir, a brake pipe reservoir, a `brake cylinder, va brake pipe, yand two valves operated by a; reduction of brake pipe pressure, one placing the brake pipe reservoir incommunication with the brake cylinder and closing said communication upon an equalization'of brake pipe' and brake pipe reservoir pressures, `the lother placing the brake pipe in communication with the brake cylinder and closing said communication when a predetermined` brake cylinderl pressure is secured, said valve being'controlled by brake pipe and emergency reservoir pressures; i

9. A triple valve for an air brake apparatus in' which brake pipe and brake pipe reservoir air is used 'for service applications of the 'brakes and emergency reservoir air is used for emergency applications of the brakes, provided with means for admitting brake pipe reservoir air'to the brake cylinder upon a reduction of brake pipe pressure,\said meansbeing controlled by brake pipe and brake pipe reservoir pressures, and withmeans `operating upon areduction of brake pipe pressure to admit brakeI pipe air to `thebrake cylinder, this latter means being controlled by brake cylinder, b 'ake pipe, and emergency reservoir-pressures.

lnA'triplevalve :tor-an air brake apparatus in which brake'pipe and brake pipe reservoir air isv used for serv-ice applications ofthe brakes and emergency reservoir-'air is used for emergency applications ofthe brakes,-and `provided with means `:tor admitting brake pipe reservoir air to the brake cylinder i upon a frreduction of brake; vpipe pressure, said .means being*` controlled by brake pipe andfbrake pipe reseivoirpre`s sures, and with means operating upon areduction. of brake pipe -pressureto admit brake pipe air `to the'brake cylinder, this latter means being controlled by `brake cylinder,` brake pipe, and emergency vreservoir pressures, and means operatingupon a sudden reduction "of brake pipe pressure to place the emergency reservoir l-andbrake pipe reservoirin communication with the brake cylinder-'v` for an emergency applicationof the brakes. v i 1 11. An `air brake apparatus `comprising an emergency reservoir, a brake pipe reser- "voir, a brake cylinderga brake pipe,v a triple valve, means whereby anincrease (3f-brake pipe pressure will open communication between tlie brake pipe and the brake pipe reservoir and close communication rbetween the brake pipe reservoir and the emergencyreservoir, and means operating `upon an equalization of pressures in the brake pipe and brake pipe'reservoir to open comniiunication between the emergency reservoir and the brake pipe reservoir while maintaining communication between the' brake pipe and the i brake pipe reservoir. i

12. An air brake apparatus comprising a brake pipe, an emergency reservoir, a brake pipe reservoir, a brake cylinder, a triple valve, a main slide valve in said triple valve, means opening communication between the brake pipe and the brake pipe reservoir and closing/communication between the brake pipe reservoir and the emergency reservoir when the slide valve is at the innerlimit of its movement and means to open communr cation between the brake pipel reservoir and the emergency reservoir without moving the main slide valve and while maintaining communication ibetween the brake. pipe and the brake pipe reservoir.

13. An air brake apparatus comprising a brake pipe, an emergency reservoir, abrake pipe reservoir,` a brake cylinder, a triple valve, 'a mainslide valve in said triple valve, means opening communication between the brake pipe and the brake pipe reservoir "and closing communication. be-

tween the brake pipe reservoir and the emergeney reservoir when the slide valve is at the inner limitl of its movement, means to open communication between the brake pipe reservoir and the emergency reservo-ir without moving the main slide valve and while maintaining communication between the brake pipe` `and the brake pipe reservoir, 'and an independent valveoperated by brake pipe pressure and interposed between the main slide valve and the emergency reservoirand permitting only a slowv charging of the emergency reservoir. i 'i 14. A 4triple valve, a main slide valve therein, a grad-uating valve, a pilot valve, a

quick-release valve? interposed between the lgraduating valve `ports and the main'slide valve ports `to control .communication .between van emergency reservoir and the Abrake pipe and `between the. brake cylinder `and the atmosphere through said main slide valve, and lneans whereby the pilot valve will controlr communication between the main slide valve and the emergency reservoir andbetween the brake cylinder and atmosphere and the brake pipe nad'brake cylinder. l' .l i *u v `15. A triple valve, a main slide valve therein, a gpifrad'uatin'gl valve, a vpilot valve, a ymanually `operable quick-release valve in- Vterposedbetvwfen the graduating valve ports and the main slide-valve ports to control comimv munication` between an emergency reservoirl .and the brake pipe and between the brake cylinder and atmospherethrough, said main slide valve, and meanswhereby the ypilot valve will control communication between the mainA slidey valve and the emergency' reservoir and between the brakecylinder land atmosphere and the brake pipe and brake cylinder.

16. A triple `valve for an air brake apparatus inwhich brake pipe and brake pipe lreservoir air is used for service applications ofthe brakes andemergency reservoir air isfused for ,emergency applications of the brakes, provided with a brake pipe chamber, a brake pipe leservoir chamber, a quick-action reservoir normally =in communication with the ybrake pipe reservoir'chamber, an emergency brake pipe chamber, yan emergency 'piston subject to the opposing pressures in the quick-action reservoir and emergency brake pipe chamber, a venting valve operated by said piston upon a variation of said pressures, means operating upon a slow reduction of brake pipe pressurerto open communication bet-Weenthe brake pipe reservoir and the brake cylinder, and means Voperating upon a sudden reduction in brake plpe premura to open communication from the emergency reservoir into the brake pipe reservoir chamber and thence tothe brake cylinder." i 1 l 17. A triple valve for* an air brake apparatus in which brake pipe and brake pipe reservoir. air is used for service applications lof the brakes and emergency reservoir air is used for vemergency-A applications of the brakes, provided with afbrake pipechamber, a brake pipe reservoir chamber, a quick-action reservoir normally in communication with the brake` pipe lreservoir chamber, .an emergency brakepipe chamber, an` emergency piston Subject to theopposing pressures in thefquick-'action reservoir and emergency brake pipe chamber, a venting valve operated by said piston upon ayariation of said pressures, means operating upona slow reductionvof brake pipe pressure to open communication between the brake pipe reservoirv and thebrake cylinder, means operating upon a sudden reduction in brake pipe pressure to open communication from the emergen'cy reservoiry into the brake fpipe reservoir chamber and thence to the brake cylinder, means closing communication between the brake pipe-.reservoir chamber and the quick-action `reservoir .when the triple valve moves to emergency application position, and means to permit pressure inthe quick-action reservoir Ato leak around'the emergency vpiston to equalize 1 with the reduced pressure in the emergency brake -pipe chamber.

18. Ar triple valve i'or'an air brakev apA paratus in which bra-ke pipe and brakeV pipe reservoir airis used -fo-r service applications of the brakes, and emergency reservoir air is used forI emergency applications of the brakes, provided with means operating upon a slow reduction of brake pipe pressure to place the 'brake pipereseryoir in communication with the b-rakecylinder and brake pipe and to place the brake pipe in. com` munication with the brake cylinder.

19. A triple valve for an air brake apparatus in which brake pipe ,and brake pipe reservoir airis used for service applications ofthe brakes and emergency reservoir air is used .for emergency applications of the brakes, provided with means operating upon a slow `'reduction of brake pipe pressure to place the brake pipe reservoir in communication with the kbrake cylinder and brake pipe and to placethebrake vpipein communication with the brake cylinder, and also provided with means controlled by brake cylindeiypressure for controlling the `communication between the brake pipe and the brakecylinder. f l g f 20. vA triple valve for an air brake apparatus in which brake pipe and brake .pipe reservoir air is used for service applications of the brakes and emergency reservoir air is used vfor emergency applications of the brakes, provided with means operating yupon a slow reduction of brakepipe pressure to place the. brake pipe reservoir in communication with the brake cylinder and. brake pipe and to place thebrake pipe in communication with the-brake cylinder, thel means controlling communication between the brake pipe reservoir and lthe brake cylinder and brake pipev'being subject to the opposing pressures of brake, pipe and lbrake pipe u reservan'.k v l, Y

21. A triple valve for an air brake apparatus in which brake pipe and brake pipe reservoir air is used for service applications of the brakes and emergency reservoir air is used for emergencyapplications of the brakes, providedl with means operating-upon a slowreduction of brake pipe pressure to place the brake pipe .reservoir in communication with the brake cylinderrrand brake pipe and to place the brake pipe in communication with the brake cylinder, the means controlling communication between' the brake pipe 'reservoir and. the brake cylinder land brake pipe being subject to the oppos ing pressures of brake pipe and brake pipe reservoir, `andthe means controlling communication'between the brake' pipe and the brake cylinder being controlled by brake cylinder pressure. y.

22. An air brake apparatus comprising a brake pipe, an'emergency. reservoir,` a brake pipe reservoir, a brake cylinder, a' triple valve, means in said triplev valve to intermittently admit brake'pipe reservoir air to lthe brake cylinder, and independent means in said triple valve to permit a constant How 

